Rotary engine.



PATENTBD APR. 15, 1997. E. PHIAYLOR.

ROTARY ENGINE.

APPLICATION FILED PEB.15,1904.'

attorney D FJ-ET- E @Vihmooeo UNITE STATES PATENT OFFICE.

ROTARY ENGINE.

. Specification of Letters ZPatent.

Application filed February 15, 1904. Serial No. 193,694.

Patented April 16, 1907.

To all wiizimit may concern.- Be it known that I, EDWIN FORREST TAY- LOB, a citizen of the United States, residing ing temperature.

at New Decatur, in the county of Morgan and State of Alabama, have invented certain new and useful Improvements in Rotary Engines; and I do hereby declare the following to be a'full, clear, and exact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same.

In an application for patent filed by me August 22, 1902, Serial No. 120,718, I have shown, described, and claimed .a rota gine having a wheel drivenv by the kmetic impact and reactive forces of a motive fluid Which is adiabatically partiall expanded in advance of the application 0 each of said forces, whereby the velocity of'the wheel is brought Within safety and practical limits. In a divisional application for patent filed by me Uctober 9, 1903, Serial No. 176,368, I have shown, described, and claimed a rotary engine embodying the above-stated adiaba'tic principle and consisting of a series of wheels against each of which is directed an e ual amount of energy of the motive fluid, W 'ch result is attained by a complete control of the velocity of the fluid throughout the entire series of wheels, aided by the application of heat external to the stationary and moving parts, whereby the fluid throughout its traverse is maintained ata vaporizlln other words, the stated application of heat, which is accomplished through the medium of a steam-jacket, oprates to prevent condensation of the steam at any point between its admission and discharge, thereby eliminating the friction which would otherwise be obtained, and consequently to increase the general efficiency of the engine.

The resent invention is an improvement upon t e inventions forming the subjectsmatter of the applications above referred to, and the present im rovements have for their object to increase t e efiiciency of the engine by the provision of what may be termed a reheating-jacket, through which is conducted the steam from which ower. is subseuently derived, the steam being admitted in t e jacket toward the exhaust end of the engine and after traversingthe jacket is delivered directly into the steam-chest. By this provision the engine is subjected throughout to a uniform reheating temperature, derived from the maximum temperature of the steam, which maximum tern erature may, as hereinafter more fully exp ained, be the absolute temperature, or means may be provided for superheating the steam previous to its admission in the jacket, and in this connection it will be understood that my present turbine is designed for use in connection with steam the maximum tem erature of which is absolute or is superheate above the absolute temperature.

Afurther object of my present invention is the provision of a rotar engine or steam-turbine having a set of statlonaryinclined diverging nozzles and a series of moving parts or Wheels, each of which is equipped with impact-surfaces receiving the steam from said stationary nozzles, with a setof diverging nozzles inclined in a direction opposite to that of the direction of inclination of the stationary nozzles and with a chamber interposed between the impact-surfaces and the Wheel-nozzles and affording a passage for the steam from the impact-surfaces to and through the wheel-nozzles, the steam issuing from the wheel-nozzles reacting against adjacent stationary abutments. By the employment of a moving part or wheel constructed in accordance with my present invention the velocity of the steam in the wheel-nozzles is brought to exceed the steam velocity in the stationary nozzle, which excess velocity is due to the velocity of the steam throu h the wheel-nozzles plus the velocity of t e moving art or wheel. As' suming, for example, t at the velocity of the steam against the vanes or buckets of the moving part or Wheel is-nine hundred feet per second, the moving part or wheel receives from the impact of the steam at the stated velocity one-half such velocity, or four hundred and fifty feet per second. Entering the wheel-nozzles from the moving chamber, the steam has a velocity which is nine hundred feet a second plus the velocity of the Wheel, or approximately thirteen hundred and fifty feet per second. Aside from the mg a less number of moving arts-or w eelsand intervening rest-cham ers than are contemplated in the type of engine forming the subject-matter 0f' my application for patent, Serial No. 176,368, above referred to Other advantages resulting from the improved construction forming the sub ectmatter of the resent application are set forth in the fo owing detailed description.

of a rotary engine or steam-turbine embody-v ing my present invention. Fig. 12 is an enlarged detailed Wiew of portions of the stationary and moving parts of the said rotary engine or steamturbine.

, Referring to the drawings'by numerals, 1 designates the engine or turbine casing, in which are .a series of wheels 2 2, keyed or otherwise fixed to a shaft 3, which is common to all of the wheels employed. At the 1 inlet end of the engine or turbine is a radial steam chamber or chest 4, the inner wall of which is formed by a ring 5, which is bolted or otherwise secured to the head 6 and preferably to an annular flange 7, formed integrally with the casing 1. In said flange 7 are a series of diverging nozzles 8 8, constructed and arranged to partially adiabatically expand the steam which enters them from the steam chamber or chest 4.

The wheels 2 .are each preferably formed of three disks 9, 10, and 11, bolted or otherwise secured together, and an annular rim 12, which rim is imperforate. The disk 9 of the first wheel of the series is immediately adjacent to the flange 7, which carries the series of diverging nozzles 8. In each of the disks 9 is a concentric series of vanes or buckets 13, of concave-convex form in cross-section and constructed and arranged to provide between them diverging steam-passages. Each of the inner disks 10 terminate at or about the inner ends of the vanes or buckets, thereby providing an annular steam chamber or, strictly speaking, passage, the walls of which are formed by the disks 9,.10, and'll and the rim 12. This chamber or passage 14 is divided at intervals by partitions 15, set. at an inclination, as shown in Fig. 2, and extending to the rim. The number of these partitions, and consequently the number of separate passages formed thereby, is dependent upon the number of passages between the vanes or buckets which are common to one of the series of nozzles. In other words, the area of the passage provided by the partitions will conform to the required number of passages between the vanes or buckets, and, further, 7

these divided passages provide a separate channel for each nozzle and prevent undue expansion of the steam, which would other ing nozzles 16 16, communicating with the divided chambers or passages and inclining in a direction opposite to the direction of inclination of the stationary nozzles 8 8.

Between the wheels are annular chambers 17 which may be formed by the two-part ring '18 shown: Ln one of the walls of this chamber are .a series of channels 19, into which steam is delivered from the wheel-noz zlcs 1 6, the passa cs 19 being formed, and

arranged to provi e abutments against which the steam issuing from the nozzles 16 reacts; After traversing the channels 19 the steam enters the stationary chamber 17 .and is therein brought to .a state of rest, after which it issues from the chamber through diverging impact-nozzles 20, provided in the op os'ite chamber-wall. The further adiabaticallyexpanded steam issuing from the nozzles 20 impacts a ainst the vanes or buckets of the next whee of the series, which wheel or moving part is constructed similarly. to the first wheel above described, and thereafter the operation is repeated throughout the series of wheels, whereupon the steam exhausts at the point 21.-

Assuming the initial velocity of the steam to be nine undred feet per second, the first wheel of the series will receive by the impact of the steam at the stated velocity a periph-v eral velocity which is one-half the velocity of the steam, or approximately four hundred and fifty feet er second. In traversing'the ioo passages -.or. c annels between the vanes orbuckets the steam-receives a further expansion and after traversing the divided cham-' bers or passages in the wheel enters the wheel-nozzles 16, in which a further expansion takes place. The steam leavingthe noz-. zles 16 hasa velocity equal to the initial velocity, or nine hundred feet per second plus the velocity of the wheel. The steam impacting .against the abutments of the channels 19 has therefore a velocity approximating thirteen hundred and fifty feet per sec- 0nd and reacts against the wheel with a velocity which is one-half of that of the steam minus the wheel velocity. The wheel is therefore acted upon at each side by an equal amount of kinetic force, resulting in a per fect balance of the wheel between the two alpplied forces-namely, that of impact and t at of reaction.

Surrounding the engine or turbine casing is a steam chamber or jacket 22, into which steam is admitted directly from the steamsup(p1y pipe 23. The steam-supply pi e lea s into the jacket at a point toward the exhaust end of the engine, and said jacket communicates at its opposite end directly with the steam chamber or chest 4. The

steam therefore previous to its utilization for power serves as the heating medium for creating and maintaining a degree of heat in the stationary and moving parts of the englue or turbine suflicient to maintain the steam throughout its traverse at the point of vaporization, and thereby revent condensation,- with the'consequent iction and loss in f efficiency. The location of the steam-inlet at the exhaust, or what is usually the coolest end of the engine, results in an equal distribution of heat throughout the en ine or turbineparts and without material y lowering the maximum temperature of the steam. As prevlouslyistated, the steam may be admitted in the jacket at its maximum temperature, or means may be provided for superheating the steam previous to its admission.

In either event the efficiency of the en ineis very largply increased, owing to the elimination of iction, which is otherwise present when condensation occurs, and by the reheating effect of the steam-jacket the steam at the several points of impact and reaction is maintained at the most efficient temperaure.

My-improved engine or turbine is operated upon the adiabatic expansion principle,

which is fully explained 111 my applications hereinabove referred to, and a description of Said }})1I'1Il()1pl t= in the present case is not t to be necesssary. It ma be stated,-

thoug however, that in the operation 0 the engine no loss of tem erature of the steam results from, the state expansions, such loss occurring through the change in entropy of the.

fluid at the points of impact and reaction, the

heat of the steam being absorbed at theseefficiency of the engine materiall increased by 'creatin an equal amount 0 energy at each side '0. a wheel, but the fullefficiency of wheel may be variously modified.

the steam is obtained, with an absence of friction .by the means for preventing loss of heat in the steam at the several stages. In addition, as above stated, the engine or turbine is materially. simplified, with a consequent economy in construction. Y Each of the moving arts or wheels is, a above described, forme' of a number'of parts orsections, although it is to be understood that the specific illustration and description is not'to be regarded as a limitation, as the I prefer, however, to form each wheel of the separate arts, as by such constructionthe parts may be brought each to a true running balance previous to assemblage;

I claim as my inventionscribed, moving parts each carrying van'es or buckets, reaction-nozzles and a series of passages between said vanes or buckets and said nozzles, a stationary part having an impactnozzle arranged to discharge steam agalnst said vanes or buckets, and stationary abutments against which the wheel-nozzles discharge.

2. In a rotary engine of the character described, a moving part having in one side vanes or buckets constructed and arranged to provide between them diverging channels, reaction-nozzles in the opposite s1de of thev moving parts and an interveninglsteam-passage communicating with said 0 annelsand nozzles.

1. In a rotary engine of the character de- I 3. In a rotary engine of the-character described, a series of moving parts, each provided in one side with vanes or. buckets and in the opposite'side with reaction-nozzles,

pass ages carried by the wheels and communi eating with the channels between the vanes or buckets and with said nozzles, a stationary impact-nozzle adjacent to the vanes or buckets of the first wheel, and rest-chambers be.- tween the Wheels, each chamber having 1n one wall reacting-channels and in the opposite walls impact-nozzles.

4. In a rotary engine of the character described, a series of moving parts carrying 1mpact-surfaces, and a series of sections of an adiabatic nozzle, each arranged to. deliver the steam against the impact-surfaces of one of the movlng parts, and all arranged to effect a continuous adiabatic expansion of the steam,

and means for utilizing the steam before admission to said nozzles and parts for effecting a uniform heating thereof. v

5. In a rotary engine of the character, described, a series of moving parts carrying 1mpact-surfaces, sections of an adiabatlc nozzle each arra impact-s aces of one of said wheels, a steam-chest arranged to deliver steam to the ed to deliver steam against the.

ice

first nozzle-section, and a steam chamber or jacket having an inlet and communicating with said steam-chest.

6. In a rotary engine of the character described, a series of moving parts carrying impacts'urfaces, sections of an adiabatic nozzle, each arranged to discharge steam against the v impact-surfaces of one of said Wheels, a steamchest, a'steam-jacket communicating at one end withsaid chest, and a steam-pipe ar-' ranged to deliver into the other end of said jacket.

In testimony whereof I afliX my signature in presence of two witnesses.

EDWIN FORREST TAYLOR.

Witnesses:

W. T. NORTON,- F. L. Brown. 

